Discharging means for open railway wagons



June 10, .1930. G. WILLIMEKEI' AL 1,763,545

DISCHARGING MEANS FOR OPEN RAILWAY WAGONS Filed May 25, 1928 2 Sheets-Sheet 1 lun /7' 4;

June 10, 1930.

G. WILLIMEK ET DISCHARGING MEANS FOR OPEN RAILWAY wAGoNs Filed May 25, 1928 2 Sheets-Sheet 2 Patented June 10, 1930 Uririraa ATE FFICE DISCHARGING MEANS FOR OPEN RAILWAY WAGONS Application filed May 25, 1928, Serial No. 280,598, and in Poland June 1, 1927.

This invention relates to apparatus for discharging open railway wagons, which con sists of two levers with two horizontal arms in the form of the letter Z. Upon the lower arms is mounted a bridge, to which the railway wagons are clamped after roiling up, and upon the upper arms are provided slidable counterweights, which tilt the levers, together with the wagons, and in this manner unload the wagon.

Tilting machines with counterweights to balance the weight of wagons are commonly known. As however such counterweights are fixed and non-slidable, and their leverage is not equal to that of the weight of the wagon, they can only effect the balancing for a certain position, while in all other positions balance does not exist, so that special power is needed for tilting the wagon.

The essential feature of the invention further consists in locating the axis of rotation in the middle part of the levers, which, before the tilting actually starts, is in a vertical position and this accounts for the leverage of the wagon being almost equal to that of the counterweight.

Another benefit to be gained from having the tilting levers according to the invention made in the form of the letter Z is that their vertical parts can be of any desired length, and consequently the wagon can be lifted to any desired height without it being necessary to vary substantially the amount of power needed for actuating the apparatus, provided of course the slidable counterweights are used.

The invention is illustrated in one constructional form and by way of example in the accompanying drawings wherein- Figure 1 shows part of the unloading apparatus in side elevation.

Figure 2 is a front view of the Z-shaped lever with a wagon standing on the bridge.

According to the invention the apparatus consists of two iron towers 1, into which,

at a suitable height, bearings are fitted,

which consist of two parts 2 and 3.

Between these two bearing members 2 and 3, upon a journal 4 which is integral with a 9 shaft 5, fixedly mounted in a lever- 69 is cated a worm wheel 7, which is connected by means of a shaft 8 and a worm wheel 9, with an electric motor 10.

To the lower parts of the levers 6 is fitted a horizontal bridge 11, which rests upon a concrete foundation and upon which, transversely to the longitudinal axis, that is to say, to the railway track, are placed rails 12. Upon these rails is rollably mounted a wagon 13 having a breadth about equal to the length of a normal 30-ton truck. On to this wagon 13 the railway wagon is rolled. For this purpose, upon the entire length of the wagon 13 are secured railway rails, which are arranged at the level of the railway track upon which the wagons arrive. Underneath the transverse beams of the bridge 11 are arranged rollers 14, which are secured to the wagon 13, and by holding the wagon 13 fixed to the bridge 11, prevent it from jumping out of the track during the tilting.

To the upper parts of the levers 6 are secured arms 15, upon which electric motors 16 are provided. The motors 16 drive screw spindles 17 which displace counterweights 18.

On the outer side of the bridge 11, upon the entire length of the wagon 13, are secured suitable holders which consist of arms 19 and grippers 20, slidably fitted thereto. The arms 19 are secured in frames 21, and are horizontally slidable'with the frames. The grippers 20 are vertically slidable.

The holder frames 21 are secured in the bridge 11 and are constructed with nuts 22 which serve for displacing the frames121 by means of a screw spindle 23.

To the grippers 20 are secured at the top along the entire length of the railway wagon, angle irons which grip the upper longitudinal edge of the side of the wagon.

For pulling the grippers 20 downwards there serve vertical screw-threaded spindles 24, which are provided at the bottom with worm wheels 25 and are driven with a horizontal worm shaft 26. The frames 21 are. provided with supporting surfaces 27 in the form of oblique planes which support the frame 32 of the wagon body.

On the other side of the bridge 11, between the .two levers 6, are-provided. other holders with arms 28 similar to the aforementioned arms 19, but immovable. They are also constructed with similar movable grippers 29 and supporting surfaces 30. The supporting surfaces 27 and 30 serve to support the wagon frame 32, so as to relieve the springs and axles of load during the unloading of the wagon.

The apparatus described above as a whole ensures the firm and reliable clamping of the longitudinal walls of the railway wagon in such a way that any injury thereto is precluded, and at the same time protects the springs andaxles of the wagon from damage, because only the upper part of the wagon is seized.

Furthermore, at the requisite position, suitable brakes are provided.

' I11 order to prevent the under part of the wagon from slipping out, it is desirable to provide, underneath the track, suitable electromagnets which attract the wagon wheels to the rails during the tipping of the wagon. The same electromagnets may also hold fast at the correct position the railway vehicles arriving upon the bridge. 7

The operating of this apparatus for unloading open railway wagons is effected in the following manner After the railway wagon has arrived on the bridge the electric motors 31 are switched on, which drive the spindles 23 through the medium of toothed wheel transmission gearing and thereby displace the holder arms 19 to the side wall of the wagon, at the same time placing the supports 27 underneath the wagon frame 32. The same threaded spindle 23, when further rotated, pulls the wagon 13 together with the railway wagon standing upon it to the holder 28, on which is also arranged a support 30 which, at the same time supports the other side of the frame 32. When in this manner the frame 32 is supported at four or more points, and the side walls of the wagon bear against the under surfaces 1 of the grippers 29 and 20, the electric motors 31, by means of electromagnets, are switched on to the shafts 26, which revolve in bearings 34 and drive the worm wheels 35, which are fitted on to the screw threaded spindle 24. Since they revolve in the screw-threaded grippers 20 and 29, the spindles 24 draw the grippers 20 and 29 downwards, so that the angle iron 35 secured thereto presses upon the entire length of the upper edge of the side wall of the wagon.

wagon secured to it, tilts through about 135, as indicated by broken lines in Figure 2.

During the tilting of the wagon, the load contained therein falls out on to a sheet metal Wall 36, which is provided with side walls and secured between the two towers 1.

From this sheet metal wall the material descends into an obliquely arranged channel which conveys it to the ship.

'VVhen the railway wagon is in this way unloaded, the motors 16 are reversed, whereby the counterweights 18 return to their previous position. The motors 10 then rotate the shafts 5 by means of worm wheels 7, whereby the entire apparatus is rotated back so that the bridge 11, with the unloaded wagon sereception of the wagon to be emptied, counterweights displaceable along the upper horizontal members of thetilting levers to counterbalance the weight of the loaded wagon, worm gearing for displacing the counterweights, further worm gearing for rotating the tilting levers about their fulcrum to empty the wagon, and electric motors for actuating the sets of worm gearing.

In testimony whereof wehave signed our names to this specification.

Ing. GUSTAW WILLIMEK.

WLADYSLAW SKARBEK-KOZIETULSKI.

In this manner the procedure of seizing placed until the bridge 11, together with the 

